Train-speed-control apparatus



Jan. 9 1,524,176

c. c. FARMER I TRAIN SPEED CONTROL APPARATUS.

Filed Feb. 25., 1922 2 Sheets-Sheet 1 [NVENTOFQ c L.YDE- c. FARMER ATTORNEY Jan. 27. 1925 1.524.176

C. C. FARMER TRAIN SPEED CONTROL APPARATUS Filed Feb. 25, 1922 2 Shoots-Sheot 2 INVENTOR C LYDE C. FARME R ATTORNEY reamed .lan. 27, 1925;

UNITED- STATES- ATENT OFFICE."

v CLYDE C. FARMER, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE WESTING- QHIOUSE AIR BRAKE COMPANY, OF WILMERDING, PENNSYLVANIA, A' CORPORA- TION OF PENNSYLVANIA;

TRAIN-SPIEEED-GONTBOL APPARATUS. '7

Application filed February 25, 1922.. Serial No. 539,287.

Be it known hat I, CLYDE C. FARMER a citizen of the United States, residingat Pittsburgh, in the county of Alleghen and State of Pennsylvania, have invente new To all whom it may concern; 1

V and useful Improvements in Train-Speed- .Control Apparatus, of which the following is a specification.

This invention relates to automatic tram speed control apparatus for controlling-the speed of the train according to the md1ca-' tion received from the trackway. p In some cases, the regulations require that a train receivin a low speed or danger indication shall beTmought to a stop instead of merely'having the speed reduced to the low speed limit and in order to .accomphsh t h1s result, the principal object of my invention is to provide a train speed control apparatus in which means are provided for bringing the train to a stop unless the engineer reduces the speed. of the train practically to zero, say one mile per hour,.uponreceivinga danger indication from the trackway.

In the accompanying" drawings; Fig. 1

is a diagrammatic sectional view of a train speed control apparatus embodying my 1nvent-ion and showing the parts in the positions assumedwhen receiving a high speed indication from the trackway; and F 1g. 2

*a similar view, showing the parts in the positions assumed when a low speed indication My'invention is shown in the drawings as applied to a speed'control equipment of the Y character disclosed in the pending applicationof T. H. Thomas, Serial No. 531,676, filed January '25, 1922, only so much of the speed control apparatus being shown, however, as deemed necessary to .a clear understanding of the construction and operation of my improvement. 1 J

The speed control apparatus mayec'omprise I an automatic brake valve device 1, amain reservoir 2, mechanism. I

The speed/controlled valve mechanism may comprise. a brakeapplication valve device 3, a change speed valve device 4, a stop piston 5 and valve 6, a selector valve device 7, a medium speed valve device 8, a speed governor portion 9, a high speed magnet 10 for operating a double beat valve 11, a medium speed magnet 12 for operating and a speed controlled valve" double beat valve a medium to low speed blow down valve piston 14 and valve 15, a stop reservoir 16, a medium to low speed blow down reservoir 17, a feed valve device .18, and aieed valve reservoirli). The application valve device 3 may comprise a piston 20 contained in piston chamher 21 and a slide valve 22: contained invalve chamber 23 and adapted to be operated by piston 20. The change speed valve device' 4 comprises differential piston heads24 and 25'contained in the respective'piston chambers 26 and 27 and a slide valve 28, contained inv valve chamber 29, and adapted to be operated by the differential pistons. The selector valve device 7comprises a piston 30 contained in. piston chamber 31 and a slide valve 32, contained in valve chamber 33, and adaptedto. be operatedby piston 30. The medium speed. valvedevice 8 comprises a piston 34, contained in piston chamber 35, and a. slide valve 36, contained in valve chamber" 37 and adapted to be operated by piston 34.

The-speed governor portion 9 comprises governorba'lls 38, operatively: connected to a governor shaft 39, which is rotated according to the speed. of the train by means of bevel gears 40, said gears being operatively connected to a driving axle of the locomotive. As the governor balls 38 fly out,

according to the speed of the train, a sliding spindle 41 having a crosshead 42 is shifted so as to operate valves through which the of the train, as in the pending a plication of T. H. Thomas, hereinbefore re erred to, for the purpose of illustrating the operation ofthe present invention, it is only deemed necessary to show the low speed application valve 43 and the medium to low-speed blow down timing "valve .44, adapted to be operated by said crosshead.

According to my invention, anadditional speed governor-45 is provided, comprising a rotatable governor ball carrier 46 having a stem 47 provided with a pinion 48 which is adapted to mesh with an internal gear 49 associated with one of the bevel gears 40, so that the carrier 46 is rotated according-to the speed of the train. Internally, the

1 member 57 in the form of a sleeve, which is tures in alinement with the balls 51 for receiving contact balls 53. An axially mounted contact rod 54 extends into an axialsocket in'the insulating block 52 and separated therefrom b suitable insulation is a contact connected to a conductor post 56. The lower end of the rod 54 is provided "with a head 58 so arranged that when the contact balls 53 are forced inwardly toward the axis, said balls will electrically connect the contact I sleeve 57 through the head 58, with the rod 54. Engaging the contact balls 53 areballs 59 of insulation material, which are adapted to be engaged by the governor balls '51 when the balls roll toward the axis upon the train speed reducing to a predetermined degree,

and this causes the contact balls 53 to be forced into the position for connecting the head 58 with the contact sleeve 57. The

- governor above described is not claimed per se in this application, but-is the subject of a co-pending applicatiomfSerial No. 539,- 286, filed Fe ruary 25,1922.

The contact rod 54 is electrically connected toa magnet 60 and the post 56 to a source of current, so that when the circuit is closed\ through the action of the governor, the magnet 60 will be energized.

The magnet 60 operates a valve 61. for

eifecting the resetting of the apparatus so that .the brakes can be released, as will b hereafter described.

Inoperation, when the train is receiving a high speed indication, the high speed magnet 10 will be energized, and the medium speed magnet 12 deengerized, and the system will be charged with fluid under pressure as follows: Fluid under pressure will flow from the main reservoir 2 through passages 62, 63, and-64 to valve chamber 33 of theselector valve device 7 and thence through the feed groove around piston 30 to piston chamber 31, thus permitting spring 65 to move piston 30 to its inner position. Fluid also flows to valve chamber 37 of the medium speed-valve device 8, through passages 64 and 66 and piston 34 will then be shifted to its outer osition, since piston chamber 35 is open to t e atmosphere through passage 67 past the double beat valve 13 of magnet 12 to exhaust port 68. Fluid also flows to piston chamber26 of the change speed valve device 4 through passage 62 past the double beat magnet valve 11, passage 70, cavity 69 in slide valve 32 and passage 71 and fluid under pressureis supphed to piston chamber 27 from valve chamber 33 through passage 72. The valve chamber 29 of the change speedvalve device 4 as well as valve cham ber 23 of the application valve device 3 are charged with fluid from passage 64, through area of the medium to low blow down valve piston 14 through passage 75.

When a caution or medium speed indication is received by the train, the medium speed magnet. 12 will he energized and the high speed magnet 10 deenergized. The double beat valve 13 is then operated so that fluid under pressure is supplied to the piston chamber 35 of the medium speed valve device 8. The spring 76 then shifts the piston 34 to its inner position and the stop reservoir 16 is charged with fluid under pressure from the valve chamber 37 through cavity 77 in slide valve 36 and passage 78. As in the application of T. H. Thomas hereinbeforc referred to, if the caution indication has been acknowledged, the piston 30 of the selector valve device 7 will be shifted to its outer position and maintained in that position so long as the high speed magnet remains dcenergized, since the piston chamber 31 is connected to the atmospheie through passage 79, cavity 80 in selector slide valve 32, passage 70 and past the double beat valve 11 to exhaust port 81.

Considering first the case where the train receives a danger indication and the engineer fails to reduce the speed of the train to one mile per hour or the low speed at which the speed governor 45 may be set. Both the high speed and medium speed magnets 10 and 12 will be deenergized, and as shown in Fig. 2 of the drawings, the deenergization of the medium speedmagnet 12 will be effective to vent fluid from the piston chamber of the medium speed valve device 8 through pas sage 67 to exhaust port 68. The piston 34 is then shifted to its outer position, in which the spring side'of the medium to low speed blowdown valve piston 14 is connected to the blow down timing valve 44 through passage 103, cavity 104 in slide valve 36, and passage 105, and the medium to low speed blow down reservoir .17 being also connected to the spring side of the valve piston 14 through passage 82, fluid will be vented from the reservoir 17 and the spring side of the valve piston14 at a rate corresponding with the size of the vent opening created by the valve 44,-which in'turn depends upon the rate of-speed of the train.

When the pressure in the reservoir 17 and on the spring side ofthe valve piston 14 has been reduced .to a predetermined degree, the feed valve pressure acting below the valve piston 14 will shift same to its upper position, as shown in Fig. '2, thus opening thevalve 15, Fluid under pressure will then be vented from the piston chamber 26 of the change speedvalvedevice 4 through passage 71, cavity 69 in selector slide valve 32, passage 83, cavity '84 in medium speed slide valve 36, passage 85, and past the valve 15 to exhaust port 86. The change speed valve device will then be shifted to the low speed position, due to its differential piston construction. In this position, the piston chamber 87 of the stop plston 5 is connected to the stop reservoir 16 through passage 78, cavity 77 in medium speed slide valve '36, passage'88, cavity 89 in selector slide valve -32, passage 90, cavity 91 in chan e speed slide valve 28, and passage 92. gince the stop reservoir 16 was previously charged with fluid under pressure in the medium speed position of the parts, fluid is supplied to stop piston 5, operating the same to open valve 6 and thereby vent fiuid from piston chamber 21 of the application valve device 3, through passages 93 and 94 to exhaust port 95.

The application piston 20 is then shifted to its outer position, in which the slide valve 22oonneots the usual brake pipe 96' with the exhaust, through a cavity 97. The reduc-.

tion in brake pipe pressure thus produced efi'ects an application of the'brakes. in the usual manner and the train will be brought to a stop.

When the speed of the train has been reduced. to one mileper hour or less, in the above described operation, the governor balls 51 of the speed governor 45, at this low speed will roll down the inclines 50,

, by gravity, toward the axis of the governor and will then force the balls 59 and 53' inwardly, so that the contact balls 53 will close the circuit of the reset magnet 60. The energization of magnet 60 operates to open the valve 61 and vent fluid from the stop reservoir 16, by Way of passage 78, cavity 77 in medium speed slide valve 36, passage 88, cavity 89 in selector slide valve 82, pas-.

sage 90, and past the open magnet valve 61 to exhaust port 101. I The venting of fluid fiom' the stop reservoir 16. as above described, causes fluid to be vented from piston 5, so that the valve 6 and piston 5 will be moved to the closed position by spring 98, thus cutting off the venting of fluid fromthe application piston 20.

ating the brake valve 1, so 'asto lap the port leading to the release pipe 102.. The piston chamber 21' of the application piston 20 beingconnected int-he application position b of slide valve 22 through" passage 93 and val before the speed control parts are-shifted to the low'speed'position, the magnet 60 will be energized by operation of the governor 46 so as to open the valve 61 and thereby effectthe venting of fluid from the when the speed control parts move to low speed position after the expiration of the time interval, the pressure in the stop reservoir having been vented, the piston 5 will not be operated to open the valve 6 and consequently the application valve ,device 3 will not be operated to eflect an application of the-brakes.

The bralresmay now be released by operstop reservoir 16. It will thus be seen that.

After the brakes have been released, the

train may proceed while the signal indicati'on isset at low speed, if the speed is not allowed to exceed the low speed limit at which the low speed valve 43 is opened by operation of the speed governor 9. If the speed should be increased above the low speed-limit, the valve 43 ,v will be unseated, so as to vent, fluid from the application piston 20 and thus cause an application of the brakes.

Having now described my inventiorh'what claim asnew and desire to ters Patent, is

. 1. In a train speed control apparatus,the combination with means for imposing a predetermined low speed limit on, the train, of means effective in the low, speed position of the apparatus for imposing ,a still lower speed limlt oh the train. 2. In a train speed control apparatus, the combination with means for imposing a pre determined low speed limit on the train, of mechanism eflective in the "low speed position' of the apparatus for imposing a much lower speed limit on the train and speed controlled means operative at the lower speed limit for rendering said mechsecure by Let'-. Y

gineefireduce's the speed of the train to a.

tion e f-the apparatus forv imposing a speed limit less than said predetermined low speed '1 limit on the train and speed controlled does not exceed apredetermined limit and means for. then imposing a 'low speed limit which is higher than said 1 predetermined v speed limit.

5. In a tram speed control apparatus, the combination with means operativewhen the trainreceives a low speed indication for bringing the train toa stop, of means for rendering said means ineffective, if the en- "predetermined degree lower, than the low .speed limit." p v (i. In a train speedcontrol apparatus, the

combination with a reservoir charged with .fluidunderpressure and means operated by flpid fro'in "said'reservoir for bringing the T train to' a stop, of means governed by the speed of thetrain and operative upona reduction in the train speed to a low degree for venting-fluid ,from said reservoir.

7. In a'train speed control apparatus, the combination with a valve device for effecting an application of the brakes, a valve for controlling the operation of said valve device, and apiston for operating said valve, of a reservoir charged with fluid under pressure, means =for' supplying fluid from the reservoir to'said piston, a speed controlled governor,..and means controlled by said governor for venting fluid from said reservoir.

8. In a train speed control apparatus, the combination with a valve mechanism operated by fluid under pressure for efl'ecting an application of the brakes, of a reservoir charged with fluid underpressure, means 'tion for-supplying flui from the reservoir operative upon receivin a low speed indicato said valve mechanism, means for venting fluid from said reservoir, and a governor controlled b the speed of the 5 train for controlling t e operation'of said means.

9. In a train speed control apparatus, the combination with areservoir charged with fluidjgnder presslire', of a magnet, a valve operated'by said, magnet for venting fluid from said reservoir, and a speed controlled governor operative at a predetermined low train, speed for controlling the circuit of said magnet.

10. In a train speed control apparatus,

the combination with an application valve meagre devieeoperated upon a reduction in fluid r'eSsuie for eflecting an application of the rakes, of "a valve for venting fluid from said valve device, a piston operated by fluid under pressure for operating said valve, a reservoir from which fluid is supplied to said piston, a magnet, ,a valve operated by said magnet for venting fluid from said reservoir, and a. speed controlled governor operative at a predetermined low train speed for. closing the circuit of said magnet.

11. In a train speedi control apparatus,

the combination with areservoir charged with fluid under pressure, a valve mechanism operatedfby' fluid from the reservoir for effecting an application of the brakes, and

means operative upon receiving a low speed indication for connecting said reservoir with said valve mechanism, and a speed controlled mechanism operative at a predetermined speed less than the low speed limit for venting fluid from said reservoir.

12. The combination with a train speed control apparatus including means for setting said apparatus for different speed limits, of a reservoir adapted to be charged with fluid under pressure when the control apparatus is set for one speed limit, means operated by fluid from said reservoir for effecting a reduction in the speed of the train, and means operative upon a predetermined reduction in the speed of the train for vent ing fluid from said reservoir.

13. The combination with a train speed control apparatus including means for setting said apparatus for high, medium, and low s eeds, of a reservoir adapted to be charged with fluid under pressure when the control apparatus is set for medium speed, means operated by fluid from said reservoir for effecting a reduction in the speed of the train, and means operative upon a predetermined reduction in the speed of the train for venting fluid from said reservoir.

14. The combination with a train speed control apparatus including means for. set-.

ting said apparatus for high, medium, ahd low speeds, of a reservoir adapted to be charged with fluid under pressure only when the control apparatus is set for medium speed and means operated by fluid from said reservoir for etfectinga; reduction in the speed of the train.

15. The combination with strain speed control apparatus having means for setting said apparatus for high, medium, and low speeds, of a source of fluid under pressure, a valve device operated by fluid under pressure for effecting an application of the brakes, a reservoir, and means for connecting said reservoir to the atmosphere .in the high speed position, to said source of fluid pressure in the medium speed position, and to said valve device in the low speed position.

16. The combination with a train speed sure in'the medium speed position and to control apparatus having means for setting said valve device in the low speed position, 10 said apparatus for high, medium, and low and means controlled by the speed of the speeds, of a source of fluidunder pressure, a train for ventingfiuid from said reservoir. 5 valve device operated by fiuid under pres-' In testimony whereof I have hereunto set sure for eii'ecting an application of the my hand. brakes, a reservoir, means for connecting said reservoir to said source of fluid pres- CLYDE C. FARMER. 

